Governor transmission for train-control systems



Nov. 6, 1928.

H. B. TAYLQR GOVERNR TRANSMISSION FOR TRAINCONTROL SYSTEMS Filedy Nov.ze, 1926 4 Sheets-Sheet 1 'L A 4:L'

y"uvI/ENTOR.

m ATTORNEYS.

Nov. 6, 1928.

H. B. TAYLOR GOVERNOR TRANSMISSION FOR TRAIN CONTROL SYSTEMS 4Sheets-'Sheet 2 Filed Nov. 26, 1926 atroz maj M l// 2/ if,

Nov. 6, 1928.

H. B. 4TAYLOR GOVERNOR TRANSMISSION FOR TRAIN CONTROL SYSTEMS Filed Nov.26. 1926 4 sheets-sheet 5 Nov. e, 192s.

H fa. TAYLOR GOVERNOR TRANSMISSION FOR TRAIN CONTROL SYSTEMS 4Sheefs-Sheet 4 Filed Nov. 26, 1926 FIGL "/attot new Patented Nov. I 6,Yk1928.

lmiraa-,eTMfas y 1,691,090 PmaarA carica.

HERBERT B. TAYLQR, 01.? knQCHEsuina2 NEW Yon-K, Assis-Non To GENERALanimar-Air *SIGN-,AL COMPANY, 011 ROCHESTER, NEW YORK. i

GovERNon 'rnANsMIssipN Eon TRAIN-.CONTROL SYSTEMS.

Application filed November 2,6, 1926. Serial No. 150,839. v A' Thisinvention relates in generalto automatic train control, and has morespeciiic reference to a transmission drive @froma lrailway vehicle Vaxleto a speed: responsive device .6 mounted on the vehicle.

Inmany Vautolnatic'trai-n control systems,

yit is desirable vto have a speed responsive device carried lby thevehiele,'driven at a speed proportional to thespeed ofthe vehicle, meansl 'eing associated with the speed responsiveV Vdevice for initiatingoperation of control devicesdependentupon the vehicle speed, or distancetraversed, orboth. tSuch speed respon# :5 simultaneously breaking. anenergizing ycircuit -for train-controll apparatus used in4connectionwith the speed responsive device.

Further objects, purposes, and character.- istic features of theinvention will appear as the description thereof progresses, .referencebeing had lto lthe i.accompanying drawings, showing, solely by way ofillustration, one em-` bodiment of the invention.

In the drawings Fig. 1 is `a side elevation, with par-tsbroken away, ofa device, according to the invention, applied 4to `a railway vehicle:

Fig. 2 is a sectional view, substantially on line 2-2 of Fig. 3, viewedin the direction et the arrows:

line 3-3 ofFig. @,with parts left in plan, and viewed in the directionof the arrowsi: f i n f Fig. tis a sectional view, substantially onHMA-4 of Fig. 3,.viewed=inthe direct-ion of the arrows:` v

Fig. 5-is a verticalsectional. view of part-ot the transmission andtheclutch:` f. Fig. 6 is aside elevation, with par-ts broken away, ofaswitch operated in connection with the transmission clutch;

Fig. I is a-sectional view, substa'ntiallyon line 7-7 of Fig, 6, viewedin the direction. it-' the arrows.:

Fig-.3 is a sectional view, substantially on Fig. 8 is a sectional view,lsubstantially on Aline 8-8 of Fig. 5` viewed in thedirectionofthearrows: Z v

Fig. ,'9 1s an elevational view,with parts shown in sectioinof theoperating means -i'or the switch and clutch:

Figi. l0 is a top plan view, with parts broken aw.ay,'of theclutch'operatingv handle andadjacent parts:and

Fig. y1l is a lsectional view, with' parts shown in elevation, of theparts shown yiin Fig. 10.

In general, the described embodiment vof 'the present invention includesa spiral drive gear, fixed to a vehicle axle, and connected up throughshafts and gears to a speed vresponsive device mounted on the vehicle,there be ing'a disconnect clutch 'in the drivetransmis device, providedy'with an operating :handlearranged to cut off the-supply ot electricalKenergy to train control meansysimultaneously with the-operation of theclutch to 'disconnect the axle drive'frorn the driven device.

More particularly, and referring' to the drawings, a two kpart yspiraldrive Agear fixed to the axle 2 of alocomotive tcnder,in wardly oftherunning wheels 3, V'by Vbolts 4 clamping the two halves of the `gear atone end, and bolts y5 clamping the other'ends of ythe two gearhalvestogether, and to two yokes v6, which latter are litted with four setscrews v 7 for rixingth'e yokes of the aXleQ. The drive gearis thustightly clampedto the aXle,?and is further vheld from relative by theset screws 7L rotation thereto,

Encircling'the gear Iand shaft, is a two 'part casing 8 clampedVtogether by bolts 9 and heid against rotationby an integral-arm 1?()connected, by suitablerods 11, to Vajiixed part Vof the vehicle truckframe. l

' `A spira-l :pinion l2 meshes with :thegear 1` y `and is keyed to avertical shaft 13, mounted in th'ecasingl 8,'in roller bearings 14.

rsion between the aXle and the speed responsive 'Y On top of casing 8,isa Aturret casing 15, -rotatable about 'a vertical axle for obtainingproper alignment'of parts, yand'held in ad'- justed position by setscrews I6. Withinthe turret'casing, is' a horizontal shaftA 17, mountedin roller bearings 18 and carrying keyed toit, a bevel gear 19meshingrwith af 20 on the upperfend ofshaft'l like gearA f Within thecasing 8 isan oilf\chamber21, i

containing wick tubes Q2, lined with. 'wiske-Q2 of the drive gearbearing, and adjacent parts,

V is obtained by the oil passing' up through `the vertical wicks E23,down thror-.gh the tubes 22 and then along the horizontal wicks 24, tothe Y bearing of gear 1.

The horizontal shaft 17 is connected to drive a shaft 25, in a bevel`ear casing 26, by means of a universal shaft. connection `including atelescopic joint 27, and two uni versal joints. Each universal jointincludes twospiders 28, fixed to the adjacent ends of the V shafts to beconnected, and displacedfrom each other, by a rotation angle of 90. Eachspider is connected, at each of its ends, to two drive discs 29, bybolts 30, with spring washers 31 positioned, between the discs, andbetween the discs and spiders.` In this manner'a limited universalmovement is possible, while always maintaining arelatively firm joint. Aj A v `A bevel gear 32 is keyed to the shaft 25 which is carried inroller bearings `33, and

Vmeshes with a like gear 34, keyed to, a vertical shaft 35, supported inroller bearings 36.

VThe shaft `35 is arranged tovdrive a. shaft v37, through a disconnectclutch. This clutch includes a. toothed member 33, fixed to the shaft35, and having converging faced teeth 39arranged' to guide a finger 40,carried by a cylindrical rack member 41, slidable on shaft 37, andhaving teeth 42 engaged by a toothed sector 43, carried on a` shaft 44journalled in the housing 45 of the disconnect. clutch.- rlhe shafts 35and 37, to be coupled and uneoupled by the clutch, are square in crosssection, and have ends 46, 461 terminating adjacent each other. Inoperation, rotatiouof sector 43V raises or lowers the coupling rackmember 41, to either connect up, or disconnect, the two squaresh aftends 46, 461, the finger 40 engaging between anytwo adjacent teeth 39 tocause accurate registry of the square opening in rack member 41, withthe end 46 of shaft 35. i Y

The shaft? is connected through a rod 47', by universal joints 48' and49, to a speed responsive device 50, shown wholly diatfgfiamL matically.VThis drive connection4 is housed in. a tube 51, suitably connected, at52 and 53, tothe bottom and top sheets. 54 and 5,5, respectively, of thetender tank, a reenforcing plate 56 being used in the connection'ltothetop sheet. j

- As shown best in Fig. 9, the shaft 44 eX- tends horizontally from thecasing 45, and is made ,up of a plurality of members connected togetherby universal joints '57. The outer end of shaft 44 is received in anoperating casing 53, connected to a channel 59 forming part of thetender frame." Pivotally connected at 60 to theend of shaft 44 is anopvis adapted to be `fastened in place by a lockable spring hasp 66.

As `seen from Fig. 11, the handle 61 must be raised free from itsholding notch 62, by pivoting it about point 63, before it can be swungaround approximately 186O a-nd then dropped into the other holding notch63, to

handle 61, to operatethe Adrive shaft discon' neet clutch, is prevented,exceptby authorized persons, and it is thus ,assured Vthatsuch handlemust be properly in one or'the other of its operative positions,when.thelcover` 65 is closed on the casing.` l. r

Also connected to' shaft 44 is an electrically conductive contact sector70, operable to make and break an. electric circuit, including` Vthecooperating contacts 71,- which controls iiow of enero' to the traincontrol a a aratus` with which the axle device is used. i i f As shownVin Figs. 5, 7, and 11, when the drive clutch is in, they circuit tothetrain control apparatus is established, and t-he operating handle 61 isin its `1'1 ght hand position, as viewed 1n FigY 11. l

lhus a readyvand rena-ble means has been driven speed responsiveprovided for driving a. speed responsive dev vice from a car axle,iandfor disconnecting the drive from the axle and simultaneously breaking anenergizing circuit for the train control apparatus with which the speedresponsive deviceis used. f

The above rather specificidescription of one form of this invention hasbeen given solely by way of illustration, and'is not in! tended, in anymanner whatsoever, in a limiting'sensc. Obviously/,the invention canas-Ysume manydiiferent physical forms and is connect clutch for the drivemeans, an elec-'a kll) .trie switch. .Continu-.inaV energy Supply it@the train control system, and a A single 3inanually epeeable means-forsimultaneously disconnesting the elutchand-.Qpenies .the Switch--2-.111- .aftran Cantici-system, wreed .re-V

sponsive device, 'drive means `for kthe device driven from a railwayvehicle laxlea `disconnect clutch for the driige' Y means, ,an3electric. Switch,controllinglenergysupply te the train control vsystem, land asingle .operating means for sim u ltaneously` operatingthe clutch rand lswitch either to open' ,the switch anddiscon- Dect theclutch, .or toclose-the -switc-liand -cQIlIlect ,the clutch whereby tocut thetrain ,control systeniout of, and inte',- operation;

In La `train control system,a speed responsive device, drive means forthe device Vdriven from a ,railway irehicleaxlma disconnect clutch forthe ,drive means, fan electric switch controtling energysupply to thetrain control system, and a single operating means vforthec'lutch,and.the switch, the drive means including, a casing clamped around avehicle axle andv held against rotation, a split gear clamped to theaxle, an oil compartment in the casing, and wick means to feed oil tothe gear bearing. n

4. In a train controlv system, a speed responsive device, drive meansfor the device driven from a railway vehicle axle, a disconnect clutchfor the drive means, an electric switch controlling energy supply tothe'train control system, anda single operating means for the clutch andthe switch, the drive means including, a casing clamped around the axle'and held a inst rotation, y a split gear clamped to t 1e axle, .an oilcompartment in the casing, and wick means to feed oil to the gearbearing, the two parts of the gear being bolted together at oney end,opposed yokes held to the axle by set screws, the two parts of the gearat the other end being bolted to l Veach other and to the yokes.

for sliding theisleeve, and guide means for causing accurate registryofthe sleeve aper-` ture with one of the shaft ends. n

Y 6. In a train controlsystem, a-speed responsive device, drivev meansfor the device driven from a railway vehicle axle, adisconnect clutchfor the drive means, an electric switch controlling energy sup-ply tothe train control system, and a single operating means for the clutchand the switch, the clutch comprising, two non-circular shafts havingends :terminating adjacent-each ether. an f ape.ltuned :toothed sleevekslidable Vto at times connect lupthe Vsaid ends for joint .rotation, asectorfor sliding the sleeve, and guidev ymeans for causingyaccurateregistry :of the ,L1-.sleeve aperture withone of the shaft ends,

Athe guidegmeans including', a lixedcollar on one shaft, converging-faced teeth on the collar, and afgnide finger 4fixed tothe sleeve and ereceivable between any two adi ace/nt" teeth- 7. In a train controlsystem, a speed Tresponsive device, drive means for the device drivenfroma krailway.vehicle axle, a disconnect clutch for the drive means, anelectric.

vswitch controlling tenergy supply to thetrain control system, amannallyoperable mem-her for operating the clutch andthe switclnacasingjfor the member, a cover lfor ,the vcasing,and means preventingfitting the cover cn'to the, casing unless themember is in vone of its;operated positions.

Bnl-n a tra-in ccnztrolgsyste Y l sponsive device, drive means for theVdevice driven from a railway vehicle axle, a disconnect clutch for thedrive means, an electric switch controlling energy supply to the traincontrol system, and a single operating means ffor the clutch and theswitch, the switch operating means including a shaft, a. contact segmenton the shaft, contacts bridgeable by the f- Sfr a speed fre- Contactsegmentto close a circuit, and -a toothed segment Lon the shaft foroperating thev disconnect clutch.

9. In a train control system, a speed responsive device, drive means forthe device driven from a railway vehicle axle, a disconnect clutch forthe drive mea-ns, an electric switch controlling energy supply to thetrain control system, and a single operating meansfor the clutch andtheswitch, they switch operating means including a shaft, ak

.contact segment on the shaft, and contacts bridgeable by the contactsegment to close a circuit, a casing receiving one end of the shaft,

a'handle pivoted to the shaft, a cover for the casing, a. collar in thecasing around the end of the shaft, notches inthe collar receiving thekhandle and `requiring pivoting of the handle out 'of the notches beforerotation of *the handle and shaft is possible, the casing cover Vbeingpositioned to prevent pivoting of the handle when in closing position onthe casing.

l0. a trainv control system, a speed 're .sponsive device drive meansfor the device driven from a` railway vehicle axle, a kdisconnectclutchfor the drive means, an electric switch controlling energy supplyto the trainl control system, and a single operating means' fortheclutch and the switch, the `switch operating means including, a shaft, acontact segment on the shaft, and contactsbridgeablev by the contactsegmentto` close a circuit, a. toothed segment on the shaft foroperating thel disconnect clutch, ay casing receiving one end of theshaft, a handle pivoted to the shaft, l

' a cover for the casing, a collar in the casing oting of the handle outof the notches before rotation oft' the handleand shaft is possible,r

the casing cover being positioned to prevent pivoting of the handlewhen'in closing pos`isition on the casing.V

11. In atrain control system, a speed responsive device,l drive meansfor the device driven roni a railway vehicle axle, a disconnect clutchfor the drive means, an electric switch controlling energy supply tothetrain control system, a shaft for operating the clutch and switch, acasing receiving one end of the shaft, a handle pivoted to the shaft,

a cover for the casing, a collarin the casing around the end of theshaft, notches in the collar receiving the handle and requiring pivotingof the handle ontvof the notches before rotation of the handle and shaftis possible, the casing cover being positioned to prevent pivoting ofthe handle when in its closing position on the casing.` Y

12. In antrain *control system, a speed .responsive device,Vv driveinea-ns for the device driven ufrom a railway vehicle axle, a disconnectclutch for the drive ineans,v an electric switch controllingenergysupply to the train control system, a shaft for operating the clutch andswitch, a casing receiving one endof 4the shaft, -a handle pivoted tothe Shaft, a cover for the casing, a collar in the casingy around theendV of the shaft, notches in the collar receiving the handle andrequiring pivoting of the handle out of the notches beforerotation ofthe handleand shaft is possible, the casing cover being positioned toprevent pivoting' of the vhandle when in itsy closing position on thecasing, and means for locking the cover on the casing.

' ,In testimony whereof I aiixniy` signature.

Y HERBERT R. TAYLOR.

